Carbureter.



P. SCHU'TTLER & I. M. II M. J. DEUTRICH.

CARBURETER.

APPLICATION FILED NOV. 19, I912.

Patented Oct. 10, 1916.

3 SHEETS-SHEET I.

. AA/M544 P. SCHUTTLER &1. M. & M. 1. DEUTRICH.

. QARBURETER.

APPLICATION FILED NOV. 19. 1912.

Patented Oct. 10,1916.

3 SHEETS-SHEET 2.

1 FIG.5.

P. SCHUTTLER & J. M. & 511.3. BEUTRICH.

CARBURETER.

APPLICATION FILED NOV. 19, I9I2. v 1,200,890. Patented Oct-.10, 1916.

3 SHEETS-SHEET 3.

F'IG.'7.

1 P I I a i 11' e TINTTED @TATES FATENT' @FFTQE.

PAUL SCHU'TTLER, J'OHANNES MAX IDEUTRICH, AND MAX JOHANNES DEUTRICH, OF CHARLOTTENB'URG, GERMANY, ASSIGNORS T0 PALLAS VERGASER G. M. B. 11., 0F

BERLIN-CHARLOTTENBUBG, GERMANY.

CARBURETER.

Specification of Letters Patent.

Application filed November 19, 1912. Serial No. 732,309.

To all whom it may concern:

Be it known that we, PAUL Sonti'rmn, engineer, JOHANNES MAX DEUTRIGH, and MAX JOHANNES DEUTRICH, all subjects of the German Emperor, and residents of Charlottenburg, near Berlin, Germany, have invented a new and useful Spraying-Carbureter for Combustion-Engines, of which the following is a specification.

The present invention relates to an improved carbureter for combustion engines, in particular of the kind in which the single spraying nozzle communicates besides with the fuel tank with a rising pipe which in startin the engine serves as an auxiliary tank and iquid seal and at higher speeds for the supply of the correction airfor the fuel discharge.

According to the present invention the quantity of the correction air is controlled by means of fine regulable openings. There.- bv the time interval is lengthened, during which the auxiliary tank is emptied from the starting of the engine to the moment at which the normal speed is reached, and the supply of the correction air is determined by the aid of this tank.

The present invention further relates to several special constructional forms -embody-' ing this principleand to a special, particularly advantageous construction.

In the accompanying drawings Figure 1 is. a diagram embodying the most simple form of the spraying carbureter. Figs. 2-4 show other forms, likewise in a diagrammatical manner. Figs. 5-8 illustrate aspecial construction of the improved carbureter; Fig. 5 being a side elevation, 6 a plan, Fig. 7 a vertical section and Fig. 8 a horizontal section.

In the constructional form shown in Fig. 1 the current of fuel flowing from the float chamber a through the opening 6 in the pipe I) can pass both into the spraying nozzle 0 and into the rising pipe d, d. Said opening b may be made larger or smaller by replacing the valve member 6 (shown in Fig. 7) with another member having a different size of opening. The latter communicates through an opening a with the atmosphere. The member e having the opening 6 may likewise be removed for replacement as with the member 6 ('See Fig. 7.) The fuel escaping at I) need therefore, when the suction drops, not flow out of the spraying nozzle by its inertia, but can, without having to change the direction of its flow, enter into the chamber al to a'more or less extent according to the fluctuations of the pressure.

The chamber 03 (i will, in consequence of the throttled opening 6, act as a kind of airchamber, which will have the efl'ect that the fuel will emerge at 0 independently of the action of the inertia, in proportion to the mean suction pressure. When the engine is running fast the benzin from the vessel 01 will be consumed, since the nozzle 6 furnishes' to the tube 0 only such small quantititles of benzin that there is none left for entry into the tube d. On the contrary the air will enter through c and the tube d into the tube 0' and therein. mix with the benzin coming from the vessel a through the nozzle emerge as such at C only. In consequence of its elasticity this cloud of atomized fuel can follow the fluctuations of the suction almost as well as the air, so that an efiective reduction of the fuel supply at an increasing speed is insured. Besides this cloud will with the increase of the suction speed, become poorer in fuel owing to certain physical properties of liquids and air and with an increasing vacuum comparatively more air than fuel will enter.

By a suitable choice of the orifice therefore the quantities emerging can be controlled in such a manner, that a constant mixture is obtained at varying speeds and loads.

In the constructional form shown in diagram in Fig. 2 the fuel passes from the fuel tank a, Fig. 1, through the pipe 6 into the atomizer a, which communicates at its bottom by the pipe (1 with the rising pipe (Z. In the rising pipe d is arranged a pipe f, which has a plurality of holes 7" arranged beneath each other and has at the top the throttling hole e. The rising pipe d is closed at the top. For preventing any air pocket from being formed, the hole f is provided in the pipe 7. The rising pipe d communicates with the spraying nozzle 0 by means of a pipe g. When the engine is at rest the fuel will stand in the carbureter nozzle and the rising pipe at the same lever a: as in the fuel tank a. \Vhen the engine is started, the arrangement works first as described above, the spraying nozzle 0 first sucks petrol only, as the vacuum in the suction chamber is not yet high enough to overcome the liquid column wy. When, however, after the engine has been put under load, in consequence of the greater vacuum thelevel falls as low as the pipe 9, the air will pass through the hole and the uppermost f. into the pipe 9. The suction of the engine on the fuel contained inthe rising pipe at will thus be weakened. The quantity of the air flowing through g is, however, increased still further, the more the level of the fuel in the rising pipe 0! falls, as the more the level falls, the more holes 7 will be available for the air to pass through. Therefore more air can pass through the pipe 9 to the spraying nozzle.

When the rising pipe is quite empty, the air supply will pass through c and not only through the pipe g-but also through the pipe d The diagram given in Fig. 3 comprises the three characteristic, aforementioned parts, namely fuel tank, rising pipe and spraying nozzle in a different combination with each other, by which somewhat different directions of flow are caused as in the arrangement shown in Fig. 2. The fuel coming from the tank a flows through the supply pipe 6 and the calibrated hole 6 into the pipe d and from the top end of the same through the pipe d into the spraying nozzle 0. Through an air pipe f dipping into this pipe at and made similarly to the one shownin Fig. 2, with its lower open mouth opposite to the throttling hole 6 air can pass also here through holes in the Wall of this air pipe, into the flowing fuel column. The liquid in the air pipe will sink with the increasing velocity of the flow, and so clear the holes one after the other. The correction air entering through these holesv f behaves similar to the air referred to with regard to the arrangement according to Fig. 2, only it will partly enter directly into the fuel flowing past. In consequence thereof the separate pipes d and 9 according to Fig. 2 are dispensable, as the plunging pipe f in the arrangement according to Fig. 3 fulfils all the functions of the pipes and vessels shown in Fig. 2 to the right of the spraying nozzle.

In the constructional form of the arrange- 55 ment according to Fig. 4 the fuel tank a is made in form of an annular vessel, in the interior of which is placed the pipe at as the spraying nozzle. The correction'air is admitted from below through the pipe 0. It emerges at the upper end of the pipe 0 and passes into the interior of the plunging pipe f. The air holes 7 in this plunging pipe are also here situated in the flowing fuel column, which flows through the pipe 6 and its throttling opening to the pipe 0 as nozzle, and will supply an increasing amount of correction air the same as in the arrangement according to Fig. 2.

It may still be mentioned, that the part marked al in Fig. 2, forming the communication between I) and d, may also be omitted, as the fuel can pass through the pipe 9- to d.

The special constructions shown in Figs. 5-8 are easily understood with reference to the aforegiven descriptions, as the same reference letters have been employed in Figs. 5-8 as in the diagrams Figs. 1-4. The construction in particular corresponds to the diagram Fig. 1.

The earbureter is made in form of a single axial carbureter with centrally arranged float. The petrol passes through the pipe it into the needle-valve i and the chamber a, where the float is is arranged.

The float chamber a communicates by the pipe I) and the opening N, which can be regulated by exchange, both with the spraying nozzle 0, and through the pipe d with the rising pipe d, which latter communicates by the opening 6 with the atmosphere.

In the lid 22 of the carbureter a forked lever n-is journaled in bearings m; this lever 11. bears against the valve needle 2', while its two forking arms 0, 0 rest on the float. By this lever transmission the operation of the valve needle by the float is facilitated and damped, so that great fluctuations of the level in the carbureter are avoided. I

The top is secured to the bottom part in the following manner: On the bottom q two clamps s are pivoted in lugsr arranged opposite to each other; in these clamps s are fitted screws t. The clamps engage over the edge of the lid 79, so that when the screw it is tightened the lid is pressed tightly against the bottom 9. In order to prevent the screws from slipping off, a groove 72 is pro vided in the lid 79 to receive them.

It is obvious that the bottom 9 can be secured in any position to the top, as no screw holes and the like are employed. When the screws t have been loosened and the brackets 8 been thrown over, the bottom together with the float and the principal operating parts can be removed by one manipulation.

The lever w operating the throttling valve 'v has two abutments w to limiting the stroke of the lever, while the carbureter casing has a web's. Through the abutment w is screwed a set screw u with a lock nut,

which set screw bears against the web a so that the play of the lever can be accurately regulated by aid of this set screw; then the locknut is tightened and the screw u thereby secured in its position. The screw may a discharge opening from each of said tanks,

a channel connecting the said openings, means in said channel for restricting the discharge from the main tank, and an atomizing pipe rising from said channelbetween the two openings whereby when the auxiliary tank becomes empty, air is drawn therethrough and serves to meet and nebulize the fuel drawn from the main tank.

2. In a carbureter, the combination of a main fuel supply tank, an auxiliary supply tank provided with an opening to the air, a discharge opening from each of said tanks, means for restricting discharge from the main tank, a pipe connecting said discharge openings, and a spray pipe rising from said connecting pipe between the two openings whereby, when the engine is running idle 'the auxiliary tank becomes filled with fuel,

and when the engine is starting under load, fuel is first drawn from both tanks until the auxiliary tank becomes empty of fuel, whereupon air is drawn through said tank, to

' meet and to nebulize into an elastic, suction rez llonsive cloud, fuel coming from the main ta municates, the pipe on the main tank side having a restricted passage.

4. In a carbureter, in combination, a main supply tank, an auxiliary supply tank, a pipe connecting the two, the pipe on the main tank side having a smaller area of dis charge than on the auxiliary tank side and an injection pipe communicating with said connecting pipe intermediate the said, tanks.

5. In a carbureter, in combination, a main fuel supply tank, a smaller auxiliary tank, a pipe connecting the two tanks, an injection pipe rising from the connecting pipe, and a pierced plug in that branch of the connecting pipe between the injection pipe and the main supply tank.

' 6. In a carbureter, in combination, a main fuel tank, a rising pipe, a spraying device communicating with said tank and pipe, 9. plunging pipe provided with a series of opemngs arranged in the top of said auxiliary tank, and a pipe leading from the upper part of said rising pipe to the injection pipe.

In a carbureter, 1n comblnation, a mam fuel tank, a spraying device arranged center- -wise thereof, a rising pipe, a pipe connecting said main tank and plpe, means in said connecting pipe whereby flow from the main tank is checked, said spraying device being arranged on said connecting p1pe,'and means whereby air may enter the rising pipe, under starting suction, whereby the fuel in said risingpipe becomes used before that in the main tank is drawn upon.

In testimony, that we claim the foregoing as our invention, we have signed our names in presence of two witnesses, this seventh day of November 1912.

PAUL SCHUTTLER.

J OHANNES MAX DEUTRICH.

MAX J OHANNES DEUTRIOH. Witnesses:

HENRY HASPER,

WOLDEMAR HAUPT. 

